Railway block-signal system



S @12:25. S S N MN G. M. BROWN. RAILWAY BLOCK SIGNAL SYSTEM.

(No Model.)

(No Model.) 2 Sheets--Sheet 2.

G. M. BROWN. RAILWAY BLOGK SIGNAL SYSTEM.

No. 542,550. Patented Ju1y'9,`1895.

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`Nrrnn States nTnNT Ormea..N

GEORGE M. BROWN, OF GALESBURG, ILLINOIS, ASSIGNOR OF ONE-HALF TO J. J. MCKEE, OF BETI-ILEHEM, PENNSYLVANIA.

RAILWAY BLOCK-SIG NAL SYSTEM.

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srncrrrca'rron forming part of Letters Patent No. 542,550, dated July 9, @755.

Application filed May 4, 1895. Serial No. 548,115. (No model.)

To all whom, it may concern: Y

Be it known that I, GEORGE M. BROWN, a citizen of the United States, residing at Galesburg, in the county of Knox and State of Illinois, have invented certain new'and useful Improvements in Railway Block-Signal Systems; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others io skilled in the art 4to which it appertains to make and use the same.

My invention relates to electric signals for railway block systems, the object being to provide signals in the cab of the engine,

I5 which, when the engine enters a block, will notify the engineer itthe track is clear and the switches closed in the block he is in, and also in the next block ahead.

The invention also relates to certain other zo novel features hereinafter described and claimed; u

Reference is had to the accompanying drawings, in which the same parts are indicated bythe same letters throughout the several Views. l

Figure l is a diagram of three blocks of a railroad equipped with my system of blocksignals. Fig. 2 represents an elevation of the cab-signals, showing in diagram the elec- 3o trical connection with the wheels and rails.

Fig. 3 represents a side elevation ot' one of the signals. Fig. 4. represents a vertical sectional view ofthe same, taken on the line 4 4E Vof Fig. 3. Fig.`5 represents a side elevation of the trolley for taking the current from the conductingrails, and Fig. 6 represents a modified form of signal.

Referringnow more particularly to Fig. l, A and A designate the track-rails, which are 4o suitably insulated from the ground and from each other and used as conductors, and B B designate conducting-rails placed along the track near to andparallel with the track-rails, preferably between the latter.

In the diagram I have shown three blocks or sections I, II, and III, and for convenience `of illustration have connected the end of block III to the beginning of block I. The

rails A, B, and B in each block are insulated 5o from the corresponding rails ofthe next block, as at ct b b', but the rail A is continuous and used as a return-conductor for all currents. Each section of the rail B extends the whole length of one block and is used to convey the current from theneXt block ahead to a cautionary signal in the cab, which will be hereinafter described.

At the end of each block near the track is situated a well or box O containing the batteries O', O2, and O3 for each of the blocks I, 6o t II, and III, respectively. Each battery consists of a pair of batteries c c', the negative poles of which are connected to the returnrail A', as by the wires c2. The positive poles of the batteries c are connected to the trackrail A ot' their respective blocks by the wires c3, and the positive .poles of the batteries c" are connected to the conducting-rails B ot their respective blocks by the wires c4. Thus it will be seen that the batteries, being placed 7c at the end of the block, willsend the current back over the track-rail A and conductingrail B to meet a coming train. At tlhe beginning of each of the blocks I II III are placed the circuit-breakers D', D2,and Dre- 75 spectively, each havingamagnet D. These magnets are connected by wires d4 with the beginning of the sections of the track-rails A and b v the wires d5 with the return-rail A. Thus the circuit from each ot' the batteries 8o is closed through the rail A, the magnet D of the circuit-breaker, and the return-rail A.

The connections of the several eircuit breakers being the same, I will for convenience describe those ofthe circuit-breaker D2 85 as typical of all. The armature d ot' the circuit-breaker D2 is pivoted at d0 and has an arm d so placed that the force of gravity will tend to draw the armature d away from the magnet. A contact-point cl2 is placed in po- 9o sition for the arm d to strike against when the armature d is attracted by the magnet, and the movement of the armature away from ,the magnet is limited by any suitable stop, as d3. The arm d of the armature is connected by a wire d with the rail B ot' its respective block II, and the contact-point d2 is connected by a wire @I7 with the rail B of the block I. Thus if the circuit-breaker D2 be closed (by the energizing of its magnet D) icio the current from the rail B of block II will be conducted to rail'B of blockI. Thus it will be evident that should an engine be coming over block I, with a trolley on each of the rails B and B', the trolley on the rail B will receive electricity from the battery C' of block I, While the trolley upon the rail B' will receive electricity from the battery C2 of the block II, and a signal on the engine, operated by the current from the rail B, would indicate the condition of the track in block I, while a signal operated by the current from rail B' would indicate the condition of the track in block II.

The rails A and B of each block are made in a number of sections insulated from each other, as at a2 b2 and d3 b3, and circuit-breakers E' E2, having magnets E and similar in construction to the circuit-breakers D', D2, and D3, are placed at each of the breaks. The magnets E are connected to the two adjacent ends of the sections of the railA, so that the current passing in the rail must pass through the coils of the magnets. The armature E3 is connected by a wire e2 with the end of one of the sections of the rail B, and the contactpoint e2 is connected by a wire e4 with the adjacent end of the next section. Thus when the magnets E are energized by the current passing through the rail A the armatures E3 will beheld against the contact-points e2, thus closing the circuit through the several sections ot' the conducting-rail B, making it a continuous conductor through the block.

Where a switch enters a block, as shown at F and H, the switch-rails are connected to the main-track rails A and A by the wires a' to form continuous conductors therewith for a short distance outside of the main track, at which point they are insulated, as atf and h. The switch-railis also insulated from the main track where it crosses at the frog, as at f' and h', and the two sections are electrically connected by wires f2 and h2. The conducting-rails F' F2 and I-I' H2 are electrically connected to the conducting-rails B B', but insulated from each other and from the trackrails where they cross, the electrical connection being carried round by wiresff4 and h3 h4. These conducting-rails extend a short distance into the side track and are discontinued, the ends being beveled downward torent from going any farther back along the rail A, thus causing all the circuit-breakers in the block backot' the open switch to open and break the circuit of the conducting-rail B, so no current will pass in the rails A or B back of the open switch in the same block or in the rail B' in the next block.

In Figs. 2 to 4 of the drawings the signals in the cab ot the engine are shown. These consist ot' a cautionary signal M and a dangersignal M', having the usual semaphoresniJ and m', pivoted in the uprights M2 and M3, secured to the cylinders M4,which latter are suitably mounted in the cab of the engine. Each semaphore is provided with a weighted arm m2, extending on the opposite side of its pivot and tending to throw the semaphore to the danger position, as shown in dotted lines in Fig. 2. The movement ot` the semaphore is limited by the stops m4 upon the uprights M2 M2. Within each cylinder M4 is a piston M5, the rod MG of which extends upward and is connected with the weighted arm of the semaphore by a pin m3 ou the piston-rod, moving in a slot m0 in the weighted arm m2. Below each cylinder is a valve-box N, containing a three-way valve N', having ports n 'n' n2. This valve-box is connected with the boiler of the engine by the steam-pipe N2 and has an exhaust-port n3, opening into the atmosphere, and a steam-port n4, opening into the lower end of theeylinder. The valve is arranged, as shown in Fig. 4, so that when one ot' its portsn is opened into the steam-pipe the port n' will be open into 'the cylinder to admit steam thereto and the other port n2 will be closed. In this position the weighted arm of the semaphore will be forced upward by the piston and rod throwing the semaphore down out of the danger position and will be held in this position as long as steam is admitted to the cylinder. When the valve is turned to cause the port 'a2 to open into the exhaustport n3, (the port n' being still open to the cylinder-port. n4, which is enlarged, as at 915, to allow for the movement ot the valve,) the steam-port n will'be closed and the steam in the cylinder will escape through the exhaustport, thus allowing the weighted arm m2 to fall and throw the semaphore up to the danger position. Vents m5 are formed in the upper part of the cylinder .M4 to allow of the free access of air thereto.

Two pairs ot' magnets P and P' are mounted in front of the signals M and M', respectively, and midway between the poles of each pair of magnets is mounted a rock-shaft q, carrying a rocking armature Q. The said rock-shaft q is also connected with the threeway Vaive N', so that when the rocking armatures are attracted by the magnets to the position shown in Fig. 2 the three-Way valves N' will be turned to admit steam to 'the cylinders, as shown in Fig. 4.

When the armatures Q are released from the attraction of the n iagnets by the breaking of the electric circuit, the weighted arms Q or a coil-spring q' placed on the shaft Q, as shown in Fig. 4, will turn them to the position shown inl dotted lines in Fig. 2, and this movement will turn the rock-shafts q and the three-way valves N', causing` the latter to shut off the steam from the pipes N2 and open the cylinders into the exhaust-ports n3, thus allowing the steam to escape and the pistons,

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rods, and weighted arms m2 to fall and throw the semaphores up` tothe danger position. Thus it will be seen that-when the electric current is passing through the magnets P and P' the signals will be held in the safety'position, but when the current is interrupted or stopped the signals will fall to the danger position. A

The movement of the rock-shafts, armatures, and valves is limited by the stops n on the valve-box N and the pins q' extending from the rock-shafts between the said stops.

Beneath the engine are secured, in4 any suitable manner, a pair ot trolleys R R', the

wheels of which travel upon the conductingrails B and B' respectively. Each trolley is preferably composed of a frame R2 in which 4 aremounted in sliding journal-boxes R3 the wheels R4, springs r2, which bear upon the journal-boxes, serving to keep the wheels R4 down iirmly upon the rails. The downward movement ot' the journal-boxes and wheels is limited by the bottom part r3 of the slot in which they slide, so that the wheels can only drop a short distance below the top ofthe rails when the trolleys'pass ott the ends of the conducting-rails, as they do when the engine passes on a siding.

The current is taken from the conductingrails B B by the trolleys R R' and conveyed b'y the wires r r' to a pole-changing switclrS, the contact-points s and s of which are connected by the wires s3 and s4 to the pair of magnets P' of the danger-signal M' and contact-point s2 of which is connected by the wire S5 with the pair ot' magnets I? of the cautionary signal M, and the return-circuit from both pairs of magnets is made through the wires p and p to the axle L ot the Wheels L' ofthe engine and thence to the track-railA',

The pole-changing switch S should be turned, as shownin Fig. 2, to convey the current from the conducting-rail B to the magnets P of the cautionary signal M and the current from the rail B to the magnets P' of the dangersignal M', or, in other words, should be turned to the right when `the eugine is going forward, and to the left when the engine is running backward.V

Should it be found desirable a bell V may be placed at any point in the circuit in the cab to ring and warn the engineer of any change in the signals, or it may be so placed,

as at V', to be struck by the signal itself.

In Fig. 6 I have shown a modilied form of signals in which the steam-cylinder and attachments are dispensed with, the semaphores being attached directly to the rocking armatures, so that the movement of the latter,4

when attracted, will move the semaphores down to the safety position and the weighted arms Q2 or the coilspring q' (shown in dotted lines) will turn `the armatures and semaphores to the danger position, as shown in dotted lines, the electrical connections being the same.

The travel ot the semaphores is limited by the stops m6.

The operation ot the system is as follows: Referring to Fig. I, when the track is clear the current from the batterycwill dow through the several sections of the rail A, the circuitt breaker magnets E E and D, and the wires d4 and d5 of each block to the return-rail A. This will keep the circuit-breakers all closed and make a closed circuit for the current from the battery C through the wire B, the circuitbreakers E' E2 in the block, and through the circuit-breaker `(forinstanceD') at the beginning ot' the block to the rail B in the next block. Now, if a connection be madefrom either the rail B or B' to the return-rail the current trom battery o will flow therethrough, and also through the said rails between said connections and the said battery. Now, should an engine (No.1) enter a block (for instance block I) the trolley R will take the current from the rail B from the battery c'of that block and conduct it through the wire r to the magnets of the danger-signal M', holding the said signal to the safety position, as shown, showing the block to` be clear,I the current returning through thewiresp p', axle L, and Wheels L' to the return-rail A. The trolley R' will take the current from the rail B which comes from the battery c' ot` the next block ahead, (block 11,) and this current .will pass through the wires r to the magnets of the cautionary signal M, returning through the wires p p', axle L, and wheels L' to the return-rail A', thus holding the cautionary signal M to the safety position, showing the track clear in the next block. As soon as the engine has passed the circuit-breaker D' the wheels and axles will make a short-circuit from the railA to the rail A', thus cutting out the circuit-breaker D' and causing it to open and cut the current ott from the rail B ofthe next block, (block III.) Now, should an engine (No. 3)'enter block III the magnets of its cautionary signal M` would receive no cu rrent from the rail B' (which receives its current from the battery ot the block ahead) `and would consequently fall to the danger position, showing the next block ahead to be occupied; but the danger-signal M' of engine No. 3 would receive its current from the wire B, which comes from the battery c' of its own block. As the engines pass the circuit-breakers E' E2 they will each be short-circuited in turn, thus cutting off the current from the rails after the engine has passed. Should another engine enter the same block, its dangersignal M' could receive no current from the rail B, (that being cutoff by the engine ahead.) Consequently that signal would fall to tho danger position, showingthe block to be occupied. In .the drawings, engine No. 2 has entered block III, which engine No. 3 has also entered from the siding. Engine No. 3 shortcircuits all the circuit-breakers behind it in the block. Consequently no current can pass to the danger-signal of engine No. 2, which will fall to the danger position. The open switch-rail F3 making contact with the spring K would also short-circuit the circuit-breakers it the engine were not on the switch or in the block and would cut the current off from rail B, showinga danger-signal in the engine.

In the case of engine No. 2, as engine No. l in block I has cut ott the current from the wire B in the block III, as before stated, the cautionary signal in engine No. 2 will receive no current and will therefore fall to danger position, thus showing both signals in the danger position and indicating that the track is not clear either in its own block or in the block ahead.

Of course should a break occur in any of the connections or any other interruption of the current take place the signals would fall to the danger positions, and so warn the engineer to proceed carefully.

Having thus described my invention, what I claim, and desire to secure by Letters Patent of the United States, is-

1. A railway block signal system comprising aplurality of sources of electricity, a continuous trafic rail, a second traffic rail composed ot' a plurality of sections insulated from each other, a conducting rail composed of a series of conductors continuous through each block and insulated from each other; a second conducting rail composed ot a series of conductors and consisting of a plurality of broken sections in each block, insulated from each other; electromagnets connecting the insulated sections of the trai'ic rail, and circuit breakers operated by the said magnets and connecting the insulated sections of the broken conducting rail; and signals operated by the current from the conducting rails, substantially as described.

2. A railway block signal system comprising a source of electricity for every block, two trafiic rails,the one continuous and the other broken into sections insulated from each other; two conducting rails, the one continuous throughout the entire block and the other broken into a plurality of sections insulated from each other, an electro-magnet connecting the two adjacent ends ofthe broken trafc rail, and a circuit breaker operated by the said magnets and connecting the insulated sections of the broken conducting rail, and

signals carried by the cab and operated by the conducting rails, substantially as described.

3. A railway block signal system comprising a plurality of sources of electricity, a continuous traftlc rail, a second traffic rail composed ot` a plurality of sections insulated from each other, a conducting rail composed of a series of conductors continuous through each block and insulated from each other; a sec- Vond conducting rail composed of a series of conductors and consisting of a plurality of broken sections in each block, insulated from each other; electro-magnets connecting the insulated sections of the traffic rail; and circurrent from the second conducting rail, substantially as described.

4f. A railway block signal system comprising a source of electricity for every block, two traffic rails, the one continuous and the other lbroken into sections insulated from each other; two conducting rails, the one continuous throughout the entire block and the other broken into a plurality of sections insulated from each other; an electro-magnet connecting the two adjacent ends of the broken traffic rail, and a circuit breaker operated by the said magnets and connecting the insulated sections of the broken conducting rail, and a signal carried by the train and operated by the current from the one conducting rail, and a second signal also carried by the train and operated by the current from the second conducting rail, substantially as described.

5. A railway block signal system comprising a plurality of sources of electricity, a continuous trafiic rail, a second traftic rail composed of a plurality of sections, insulated from each other; a conducting rail composed of conductors continuous through each block and insulated from each other; a second conducting rail composed of a series of conductors, and consisting of a plurality of broken sectionsin each block, insulated from each other; electro-magnets connecting the insulated sections of the traflic rail, and circuit breakers operated by the said magnets and connecting the insulated sections of the broken conducting rail; trolleys carried by the train running on the said conducting rails; and signals carried by the train operated by the current from the conducting rails, substantially as described.

6. A railway block signal system comprising a source of electricity for every block, two trai-lic rails, the one continuous and the other broken into sections insulated from each other, two conducting rails, the one continuous throughout the entire block and the other broken into a plurality of sections insulated from each other, an electro-magnet connecting the two adjacent ends of the broken traffic rail, and a circuit breaker operated by the said magnets and connecting the insulated sections of the broken conducting rail, trolleys carried by the train running on said conducting rails, and signals carried by the cab and operated by the conducting rails, substantially as described.

7. A railway block signal system comprising a plurality of sources of electricity, a continuous traffic rail, a second tralic rail composed of a plurality of sections insulated from each other, a conducting rail composed of a series ot' conductors continuous through each block and insulated from each other; a second conducting rail composed of a series of conduc- ICC tors and consisting of `a plurality of broken sections in each block, insulatedfrom each other; electro-magnets connecting the insulated sections of the trafc rail; and circuit breakers operated by t-he said magnets and connecting the insulated sections of the broken conducting rail; an electro-magnet connected to the two traffic rails, a circuit breaker operated by the said magnet connecting the end section of the broken conducting rail to the end of the continuous conducting rail of the next block, and a signal carried by the train and operated by the current from the one conducting rail, and a second signal also carried by the train and operated by the current from the second conducting rail, substantially as described.

8. A railway block signal system comprising a source of electricity for every block, two traffic rails, the one continuous and the yother broken into sections insulated from each other; two conducting rails, the one continuous throughout the entire block and the other broken into a plurality of sections insulated from each other; an electro-magnet connecting the two adjacent ends of the broken traffic rail, and a circuit breaker operated by the said magnets and connecting the insulated sections of the broken conducting rail, and trolleys carried by the train running on said conducting rails; an electro magnet connected to the two traffic rails, a circuit breaker operated by the said magnet, connecting the end section of the broken conducting rail to the end of the continuous conducting rail of the next block; a signal carried by the train and connected to one of said trolleys and operated by the current from th'e one conducting rail, and a second signal also carried by the train and connected by the other of said trolleys, and operated by the current from the second conducting rail, substantially as described.

9. A railway block signal system comprising a plurality of sources of electricity, a continuous trafc rail, a second traffic :rail composed of a plurality of sections insulated from each other, a conducting rail composed of a series of conductors continuous through each block and insulated from each other; a secn ond conducting rail composed of a series ot' conductors and consisting of a plurality of broken sections in each block7 insulated from each other; electroemagnets connecting the insulated sections of the traffic rail; and circuit breakers operated by the said magnetsand connecting thelinsulated sections of the broken conducting rail; and a signal carried by the train and operated by the current from the one conducting rail, and a second signal 6o also carried by the train and operated by the current from the second conducting rail and vmeans for short circuit-ing the track rails when a switch is open, substantially as described.

10. A railway block signal system comprising a source of electricity for every block, two

traffic rails, the one continuous andthe other `broken into sections insulated from each other; two conducting rails, the one continuous throughout the entire block and the other broken into a plurality of sections insulated from each other; an electro-magnet connecting the two adjacent ends of the broken traf- Iic rail,` and a circuit breaker operated by the said magnets and `connecting the insulated sections of the broken conducting rail, and a signal carried by the train and operated by the current from the one conducting rail, and a second signal also carried by the train and operated by the current from thesecond conducting rail,v and a spring and conductor connecting the opposite trafc rail adapted to close the circuit when the switch is open, substantially as described. f

In testimony whereof I affix my signature in presence of two witnesses.

GEORGE M. BROWN. Witnesses: J. BrKINeAN, MALCOLM H. WALLACE. 

